That price includes engine management. I'd just pony up the cash and go to TWMs since the C3.2 manifold ain't all that great, but I'd be cobbling something together on my own anyway.

or just keep the 3.0 intake + tbitz stuff

Cost seems to be my largest hurdle :( toward the dream flat-6.

what? there's no silver bullet? :(

Not looking for a silver bullet, but rather economical options to work toward it.

that's a reasonable thing to do. sharing knowledge in this forum _is_ allowing us to save some money buiding neat engines. I was just being flip because everything does seem to cost a lot of money. SmileWavy

Ain't that the painful truth...

BTW, nice engine James!

Anyone can build a great motor by spending a lot of money. The mark of a good mechanic/engine designer is to get good results for a reasonable price.

Very nice!

Do you happen to have the corrected SAE numbers instead of the actual HP that is posted in your graph?

Thanks for all the praise fellas'! I spent $1200.00(this includes dyno R&D time) on my exhaust, $4.39 for the holesaw to make my airbox a "cup" airbox and 230.00+ shipping on the chip. How much do I charge for headscratching and making it work??....priceless! I am hoping to sell these exhausts but am holding off a bit until I have 25 track/race days on the system. This seems to be the magic number if something is going to last. I *think* I have figured out how to get screenshots off the dyno software so I'll try to post the corrected #'s tomorrow.

Cheers, James

"I spent $1200.00(this includes dyno R&D time) on my exhaust, $4.39 for the holesaw to make my airbox a "cup" airbox and 230.00+ shipping on the chip."

As usual, we don't know what really does yield what in torque or HP.
So, where's the original totally stock 3.2 graph of torque & HP? Let's
have a real reference point.

The test should have been done as follows:

1. totally stock 3.2
2. exhaust & intake mods
3. chip mod

Also, the comparative stock numbers are from the Porsche factory using
factory equipment and test procedures. Someone also impled that the
factory numbers are probably conservative. Furthermore, to compare in
terms of flywheel HP & torque is foolish, since the dyno runs weren't
taken from the flywheel, 85% vs 90% loss is 10 HP at the nominal HP
of 200.

What conclusions can be made about the effects of various mods independently
incorporated? Very little!

Additional Note: Per Porsche Technical Specifications book page 22a,
Porsche specs max HP at 5900 rpm vs dyno run to 6200, i.e. about a
5% increase in HP over the factory number (assumes a constant torque
which is indicated by graph). This yields about an extra 5 - 10 HP
numerically or graphically.

What's up with everyone on this BBS misinterpretting things that I say. I don't get it. What I stated was merely a fact, as far as I can see it.

What's the big controversy? A 3.4 has 6% more displacement. The 3.2 has the more finely tuned fuel injection system. It would seem obvious to me that these two factors cancel out making the engines not very different at all, performance-wise. The torque and power curves are different, with the larger displacement motors logically having more torque on the lower end. Plus, it's cooler to say you have a 3.4 anyways...

People always seem to be trying to pick a fight with me - I don't get it. I don't play favorites, and I don't take sides - I just call things the way I see them. That's all - nothing too complex there...

-Wayne

Are you calling us all simpletons?

SmileWavy

Loren, I have other Dyno sheets following a similar outline to your procedure. The difference is I started with a B&B exhaust instead of a stock exhaust. So, that said I was able to improve over the B&B considerably(see previous post). Was my test ideal? No, but the results have already been seen in improved laptimes, which is really what all this is about in the end. Please feel free to look at the the Club Racing results for the past two years( Watkins Glen is my first race this year and that won't be up for a few weeks). I would be more than willing to share all the other data I have collected too( I actually have a lab notebook for all this work I have done and am working on different flow models to improve the headers, this I'm not sharing for obvious reasons).

Cheers, James

How does the measured power/torque increase calibrate to your butt-dyno? In other words, before you saw the new numbers, what was your rear end's estimate of the change?

Ha! Funny! Misinterpreted again. No, I'm calling myself the simpleton! :)

-Wayne

Wayne, we need to get you some stem cell transplants to beef up the sarcasm receptor in your MIT-tweaked brain :p

These days, it' *gasp* BMW-tweaked brain. Trying to finish up the 101 BMW book, so I can get started on the Transmission book. WooHoo!

-Wayne

So what do you think of the 1st gen. M3? Always a favorite of mine.

Wayne:

BMW's are just glorified taxi cabs......let them look it up in a Haynes manual and get on with the Tranny book :)

Your involvement on this board is always appreciated. If we can't razz the host then what fun would it be?

True enough. The Bimmer cars are what they are - excellent sedans. They don't compete (in my mind) with Porsches one bit.

-Wayne